Steering mechanism, steering system and vehicle

Abstract

The utility model belongs to the technical field of automobile steering, and particularly relates to a steering mechanism, a steering system and a vehicle. The steering mechanism comprises a steering pull rod, a steering knuckle, a transmission pull rod and a lever, the lever is provided with a transmission connecting position, a steering connecting position and a supporting point position which are arranged in the front-back direction of a vehicle, and the distance between the transmission connecting position and the supporting point position is larger than that between the steering connecting position and the supporting point position; the supporting point is suitable for being hinged to a front suspension of a vehicle, one end of the transmission pull rod is hinged to the steering knuckle, and the other end of the transmission pull rod is hinged to the transmission connecting position. One end of the steering pull rod is hinged to the steering connection position, and the other end is suitable for being connected with a steering gear of the vehicle. The output arm of force of the lever is larger than the input arm of force, and the lever has an amplification function, so that the rotation stroke of the transmission connection position is larger than that of the steering connection position, and therefore the limit rotation angle of the steering knuckle can be increased and the turning radius can be reduced under the condition that the original steering stroke of the steering gear is kept unchanged.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobile steering, in particular to a steering mechanism, a steering system and a vehicle. Background Art

[0002] The steering mechanism is installed on the front suspension of the car to ensure that the car can change its direction according to the driver's actions while driving.

[0003] A steering mechanism of the related art includes a steering knuckle and a steering tie rod. The steering knuckle is mounted on the wheel. One end of the steering tie rod is connected to the steering gear and the other end is connected to the steering knuckle. The steering gear is connected to the lower end of the steering column through transmission. The upper end of the steering column is connected to the steering wheel. The driver applies a torque to the steering wheel, which is transmitted to the steering gear. The steering gear drives the steering knuckle to rotate through the steering tie rod to achieve the steering of the wheel.

[0004] However, the steering mechanism of the related art is constrained by the position of the steering rod, and the maximum turning angle of the steering knuckle is limited, resulting in a large minimum turning radius of the vehicle. Utility Model Content

[0005] The technical problem to be solved by the utility model is: in view of the problem that the limit turning angle of the steering knuckle of the steering mechanism in the related technology is limited, resulting in a large minimum turning radius of the vehicle, and a steering mechanism, a steering system and a vehicle are provided.

[0006] In order to solve the above technical problems, on the one hand, the embodiment of the utility model provides a steering mechanism, including a steering rod, a steering knuckle, a transmission rod and a lever, wherein the lever is provided with a transmission connection position, a steering connection position and a fulcrum position arranged in the front and rear directions of the vehicle, and the distance between the transmission connection position and the fulcrum position is greater than the distance between the steering connection position and the fulcrum position;

[0007] The fulcrum is suitable for being hinged on the front suspension of the vehicle, one end of the transmission rod is hinged on the steering knuckle, and the other end is hinged on the transmission connection; one end of the steering rod is hinged on the steering connection, and the other end is suitable for being connected to the steering gear of the vehicle.

[0008] Optionally, the fulcrum extends in a vertical direction with an articulation axis of a front suspension of the vehicle.

[0009] Optionally, the fulcrum is arranged at the rear end of the lever, the transmission connection position is arranged at the front end of the lever, and the steering connection position is arranged between the fulcrum and the transmission connection position.

[0010] Optionally, the lever includes a first lever segment and a second lever segment, the fulcrum is arranged at one end of the first lever segment, and the other end is connected to one end of the second lever segment, the transmission connection position is arranged at the other end of the second lever segment, and the steering connection position is arranged at the connection between the first lever segment and the second lever segment.

[0011] Optionally, the fulcrum is arranged close to the steering knuckle, and the second lever segment is formed by bending the other end of the first lever segment toward a side away from the steering knuckle.

[0012] Optionally, the second lever segment extends along a straight line.

[0013] Optionally, a recess is provided on a side of a middle portion of the first lever segment facing the steering knuckle, and the recess is recessed in a direction away from the steering knuckle.

[0014] Optionally, the lever is located above the steering knuckle in the height direction of the vehicle.

[0015] Optionally, the transmission rod includes a first rod segment and a second rod segment, one end of the first rod segment is hinged to the transmission connection position, and the other end is connected to one end of the second rod segment, and the other end of the second rod segment is hinged to the steering knuckle.

[0016] Optionally, the second tie rod segment is formed by bending the other end of the first tie rod segment toward a side close to the steering knuckle.

[0017] Optionally, a steering arm is provided on the steering knuckle, the steering arm is bent in a direction from rear to front towards the second tie rod section, and the second tie rod section is hinged to the steering arm.

[0018] Optionally, the hinge axis between the first pull rod section and the transmission connection position extends in the vertical direction;

[0019] The angle between the hinge axis of the second tie rod section and the steering knuckle and the vertical direction is not zero.

[0020] Optionally, a notch for avoiding the lever is provided on the outer wall of the first pull rod section facing the lever.

[0021] Optionally, one end of the transmission rod is connected to the transmission connection position through a ball pin and a ball joint, and the other end is connected to the steering knuckle through a ball pin and a ball joint;

[0022] One end of the steering tie rod is connected to the steering connection position through a ball pin.

[0023] The steering mechanism of the utility model is additionally provided with a transmission rod and a lever, one end of the steering rod is hinged at the steering connection position of the lever, one end of the transmission rod is hinged at the steering knuckle, and the other end is hinged at the transmission connection position of the lever. The lever can rotate around the fulcrum position driven by the transmission rod, and the steering knuckle is driven to rotate through the transmission rod. The distance between the transmission connection position and the fulcrum position is greater than the distance between the steering connection position and the fulcrum position, so that the output force arm of the lever is greater than the input force arm, and the lever has an amplification function, so that the rotation stroke of the transmission connection position is greater than the rotation stroke of the steering connection position, thereby increasing the limit turning angle of the steering knuckle and reducing the turning radius while maintaining the steering stroke of the original steering gear unchanged.

[0024] On the other hand, an embodiment of the utility model provides a steering system, including a steering gear and the above-mentioned steering mechanism, wherein the steering gear is connected to a steering rod in the steering mechanism.

[0025] On the other hand, an embodiment of the present invention provides a vehicle, comprising the above-mentioned steering system. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 It is a structural schematic diagram of a vehicle provided by an embodiment of the utility model;

[0027] Figure 2 yes Figure 1 Assembly drawing of the steering mechanism and front suspension;

[0028] Figure 3 yes Figure 2 Schematic diagram of the steering mechanism in;

[0029] Figure 4 It is the steering schematic diagram of the traditional MacPherson front suspension;

[0030] Figure 5 yes Figure 1 Steering principle diagram;

[0031] Figure 6 yes Figure 1 Schematic diagram of the structure of the steering mechanism applied to the double wishbone front suspension.

[0032] The reference numerals in the specification are as follows:

[0033] 100. Steering mechanism;

[0034] 1. Lever; 11. Fulcrum; 12. Steering connection; 13. Transmission connection; 14. First lever section; 15. Second lever section; 2. Transmission tie rod; 21. First tie rod section; 22. Second tie rod section; 3. Steering knuckle; 31. Steering arm; 4. Steering tie rod; 5. Steering gear;

[0035] only Figures 1 to 5 Applicable: 6, front lower swing arm; 61, swing arm body; 62, sub swing arm;

[0036] only Figure 6 Applicable: 7. shock absorber; 8. upper arm; 9. lower arm. DETAILED DESCRIPTION

[0037] In order to make the technical problems, technical solutions and beneficial effects solved by the utility model more clear, the utility model is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain the utility model and are not used to limit the utility model.

[0038] The most direct way to reflect the vehicle's passing performance on narrow roads is the vehicle's minimum turning radius. A smaller turning radius makes the car more flexible and more passable. There are several solutions to reduce the turning radius: 1. Reducing the vehicle's wheelbase or track can reduce the vehicle's minimum turning radius; 2. Adding rear-wheel steering configuration, the front wheel can effectively reduce the minimum turning radius; 3. The tank's U-turn can achieve a reduction in the minimum turning radius through the speed difference between the left and right wheels; 4. Increasing the wheel's limit turning angle can effectively reduce the vehicle's minimum turning radius. However, considering that 1. The wheelbase / track is a vehicle parameter determined by the vehicle's design size and the contribution of changing the wheelbase and track to reducing the minimum turning radius is not high; 2. Rear-wheel steering has high requirements for the rear suspension form. Suspensions such as five-link and double wishbone can increase rear-wheel steering, but it is necessary to add a rear-wheel steering gear, which greatly increases the cost. 3. Adding a left and right wheel differential control system increases the cost and is difficult to develop. Therefore, the most economical and effective solution to reduce the turning radius is to increase the wheel's limit turning angle.

[0039] To increase the wheel limit turning angle, Figure 1 and Figure 2 As shown, an embodiment of the utility model provides a vehicle, including a steering system, the steering system includes a steering gear 5 and a steering mechanism 100, the steering gear 5 is transmission-connected to the lower end of a steering column, and the upper end of the steering column is connected to a steering wheel.

[0040] The steering mechanism 100 is located at least on one side of the vehicle in the left-right direction. The steering gear 5 is transmission-connected to the steering mechanism 100 . When the steering wheel rotates, the steering gear 5 drives the corresponding wheel to rotate through the corresponding steering mechanism 100 .

[0041] The steering mechanism 100 includes a steering rod 4, a steering knuckle 3, a transmission rod 2 and a lever 1. The steering knuckle 3 is installed on the wheel. The lever 1 is provided with a transmission connection position 13, a steering connection position 12 and a fulcrum position 11 arranged in the front and rear directions of the vehicle. The distance between the transmission connection position 13 and the fulcrum position 11 is greater than the distance between the steering connection position 12 and the fulcrum position 11.

[0042] The fulcrum 11 is hinged on the front suspension of the vehicle, one end of the transmission rod 2 is hinged on the steering knuckle 3, and the other end is hinged on the transmission connection 13. One end of the steering rod 4 is hinged on the steering connection 12, and the other end is connected to the steering gear 5, so that the lever 1 can rotate around the fulcrum 11 driven by the steering rod 4, and the steering knuckle 3 is driven to steer through the steering rod 4.

[0043] Specifically, when the car needs to turn, the driver applies a torque to the steering wheel, and the torque is transmitted to the steering gear 5, so that the steering gear 5 drives the lever 1 to rotate around the fulcrum 11 through the steering rod 4, and the lever 1 drives the steering knuckle 3 to rotate through the transmission rod 2 to realize the steering of the car.

[0044] Compared with the traditional steering mechanism 100, the steering structure is additionally provided with a transmission rod 2 and a lever 1. Figure 3 1 is a schematic diagram of the steering mechanism 100 of the present invention, A is the position where the steering knuckle 3 is installed on the wheel, B is the connection point between the transmission tie rod 2 and the steering knuckle 3, C is the transmission connection position 13, D is the fulcrum position 11, E is the steering connection position 12, DF is the output lever arm, and DG is the input lever arm. When the vehicle is at the steering limit position, that is, the position under the inner and outer corner limit state, the ratio of DF to DG is the magnification coefficient of the lever 1.

[0045] Since the distance between the transmission connection position 13 and the fulcrum position 11 is greater than the distance between the steering connection position 12 and the fulcrum position 11, that is, the output lever arm of the lever 1 is greater than the input lever arm, the lever 1 has an amplification function. Therefore, the rotation stroke of the transmission connection position 13 is greater than the rotation stroke of the steering connection position 12, so that the limit steering angle of the steering knuckle 3 can be increased while maintaining the steering stroke of the original steering gear 5 unchanged, thereby achieving the effect of reducing the turning radius.

[0046] It should be noted that the amplification factor of the lever 1 can be controlled by adjusting the positions of the transmission connection position 13, the steering connection position 12 and the fulcrum position 11 on the lever 1, so as to adjust the size of the wheel angle.

[0047] Moreover, according to the balance condition of lever 1, when the input lever arm is smaller than the output lever arm, the input force is greater than the output force. The setting of lever 1 will reduce the force of the steering rod 4 on the steering knuckle 3. Therefore, the two factors of the maximum steering angle and the steering force need to be considered during design to find a suitable lever ratio.

[0048] In the vehicle of the utility model, the steering mechanism 100 is additionally provided with a transmission rod 2 and a lever 1, one end of the steering rod 4 is hinged to the steering connection position 12 of the lever 1, one end of the transmission rod 2 is hinged to the steering knuckle 3, and the other end is hinged to the transmission connection position 13 of the lever 1. The lever 1 can rotate around the fulcrum position 11 driven by the transmission rod 2, and the steering knuckle 3 is driven to rotate through the transmission rod 2. The distance between the transmission connection position 13 and the fulcrum position 11 is greater than the distance between the steering connection position 12 and the fulcrum position 11, the output lever arm of the lever 1 is greater than the input lever arm, and the lever 1 has an amplification function, so that the rotation stroke of the transmission connection position 13 is greater than the rotation stroke of the steering connection position 12, so that the limit turning angle of the steering knuckle 3 can be increased while maintaining the steering stroke of the original steering gear 5 unchanged, thereby reducing the turning radius.

[0049] Moreover, the entire steering mechanism 100 can effectively increase the wheel turning angle and reduce the turning radius, and has a simple structure, is easy to implement, has a low cost, and does not increase weight significantly.

[0050] In one embodiment, the pivot point 11 and the hinge axis of the front suspension of the vehicle extend in the vertical direction.

[0051] In one embodiment, Figure 1 The schematic diagram of the structure of a vehicle with a McPherson front suspension is shown in FIG. Figure 2 It is a structural schematic diagram of a steering mechanism 100 installed on a McPherson front suspension, wherein the front suspension includes a front lower swing arm 6, wherein the front lower swing arm 6 includes a swing arm body 61 extending along the front-rear direction of the vehicle and a sub-swing arm 62 connected to the outer side of the swing arm body 61; the fulcrum position 11 of the steering mechanism 100 is hinged on the sub-swing arm 62.

[0052] Figure 4 The steering principle diagram of the traditional McPherson front suspension is as follows: Figure 4 As shown, one end of the steering tie rod 4 is directly hinged on the steering knuckle 3. Figure 5 The steering principle diagram of the MacPherson front suspension using the steering mechanism 100 of the utility model is shown in FIG. Figure 4 The conventional McPherson front suspension shown in the figure is additionally provided with a lever 1 and a transmission rod 2. The lever 1 rotates around a fulcrum 11 driven by a steering rod 4, and drives a steering knuckle 3 to rotate through the transmission rod 2, so as to increase the limit turning angle of the steering knuckle 3 through the amplifying effect of the lever 1.

[0053] In one embodiment, if Figure 1As shown, the fulcrum 11 is arranged at the rear end of the lever 1, the transmission connection 13 is arranged at the front end of the lever 1, and the steering connection 12 is located between the fulcrum 11 and the transmission connection 13. Compared with the fulcrum 11 being arranged between the steering connection 12 and the transmission connection 13, this design makes the steering connection 12 closer to the front end of the vehicle, which is equivalent to moving the steering gear 5 forward, avoiding interference between the steering gear 5 and the battery, and between the steering gear 5 and the shock absorber 7, and freeing up installation space for other parts of the steering system.

[0054] In one embodiment, the lever 1 includes a first lever segment 14 and a second lever segment 15, the fulcrum position 11 is arranged at one end of the first lever segment 14, and the other end is connected to one end of the second lever segment 15, the transmission connection position 13 is arranged at the other end of the second lever segment 15, and the steering connection position 12 is arranged at the connection between the first lever segment 14 and the second lever segment 15.

[0055] In one embodiment, the fulcrum position 11 is arranged close to the steering knuckle 3, and the second lever segment 15 is formed by bending the other end of the first lever segment 14 toward a side away from the steering knuckle 3, so as to increase the distance between the transmission connection position 13 and the steering knuckle 3 when the fulcrum position 11 is arranged close to the steering knuckle 3, thereby preventing the transmission connection position 13 from interfering with the hinge position between the steering knuckle 3 and the transmission rod 2 when the lever 1 rotates, thereby making the layout of the lever 1 and the steering knuckle 3 more compact.

[0056] In one embodiment, the second lever segment 15 extends along a straight line.

[0057] In one embodiment, the length of the first lever segment 14 is greater than the length of the second lever segment 15 .

[0058] In one embodiment, a recess is provided in the middle of the first lever segment 14 on the side facing the steering knuckle 3, and the recess is recessed in a direction away from the steering knuckle 3 to avoid the first lever segment 14 interfering with the steering knuckle 3 when the lever 1 rotates around the fulcrum 11, which is conducive to the compact layout of the lever 1 and the steering knuckle 3.

[0059] In one embodiment, the lever 1 is located above the steering knuckle 3 in the height direction of the vehicle, which is equivalent to the lever 1 being lifted relative to the steering knuckle 3, so that the steering gear 5 can be lifted along with the lever 1, leaving more space for the front cabin layout of the vehicle.

[0060] In one embodiment, the transmission rod 2 includes a first rod segment 21 and a second rod segment 22, one end of the first rod segment 21 is hinged to the transmission connection position 13, and the other end is connected to one end of the second rod segment 22, and the other end of the second rod segment 22 is hinged to the steering knuckle 3.

[0061] In one embodiment, the second tie rod segment 22 is formed by bending the other end of the first tie rod segment 21 toward a side close to the steering knuckle 3 . The first tie rod segment 21 and the second tie rod segment 22 are integrally formed, thereby reducing assembly steps.

[0062] In one embodiment, a steering arm 31 is provided on the steering knuckle 3 . The steering arm 31 is bent from the rear to the front toward the second tie rod section 22 . The second tie rod section 22 is hinged to the steering arm 31 .

[0063] In one embodiment, the hinge axis between the first pull rod section 21 and the transmission connection position 13 extends in the vertical direction;

[0064] The angle between the hinge axis of the second tie rod section 22 and the steering knuckle 3 and the vertical direction is not zero, so that the hinge structure between the second tie rod section 22 and the steering knuckle 3 avoids the lever 1 .

[0065] In one embodiment, a notch for avoiding the lever 1 is provided on the outer wall of the first pull rod section 21 facing the lever 1 .

[0066] In one embodiment, one end of the transmission rod 2 is hinged at the transmission connection position 13 through a ball pin, and the other end is hinged to the steering knuckle 3 through a ball pin. One end of the steering rod 4 is hinged to the steering connection position 12 through a ball pin.

[0067] In one embodiment, a screw extending in the vertical direction is fixed to the fulcrum position 11 of the lever 1. Correspondingly, a mounting hole is provided on the front suspension corresponding to the fulcrum position 11. A bearing is fixed on the front suspension at the mounting hole. The diameter of the screw rod is the same as the inner hole of the bearing. The screw rod passes through the bearing and is threadedly connected to the nut so that the lever 1 is rotatably mounted on the front suspension.

[0068] In other embodiments, Figure 6 It is a structural diagram of a vehicle with a double wishbone front suspension, such as Figure 6 As shown, the front suspension includes a lower arm 9 and an upper arm 8 located above the lower arm 9, the fulcrum 11 of the steering mechanism 100 is hinged on the upper arm 8, and the steering knuckle 3 is hinged on the lower arm 9. Considering the structural characteristics of the double wishbone, the lower mounting point of the shock absorber 7 is arranged on the lower arm 9. Since simply moving the steering gear 5 inward will cause the shock absorber 7 to interfere with the steering gear 5, and the large turning angle solution cannot be achieved, it is considered to lift the steering gear 5 and fix it on the vehicle body, and the fulcrum 11 of the lever 1 is hinged on the upper arm 8.

[0069] In one embodiment, the steering gear 5 includes a gear and a rack, the gear is meshed with the rack, the other end of the steering rod 4 is connected to the rack, the gear is connected to the lower end of the steering column, and the upper end of the steering column is connected to the steering wheel. The gear is used to drive the rack to move linearly when the steering wheel rotates, thereby driving the transmission rod 2 to move.

[0070] In other embodiments, the transmission connection position 13 can be set at the front end of the lever 1, the steering connection position 12 can be set at the rear end of the lever 1, and the fulcrum position 11 is set between the transmission connection position 13 and the steering connection position 12.

[0071] In other embodiments, the lever 1 may be a straight rod extending in the front-rear direction of the vehicle. To prevent the lever 1 from interfering with the hinge structure between the transmission rod 2 and the steering knuckle 3, the distance between the fulcrum 11 and the steering knuckle 3 needs to be increased.

[0072] In other embodiments, the transmission rod 2 may be in an arc shape that bends toward the steering knuckle 3 .

[0073] In other embodiments, the steering knot and the lever 1 may be at the same height in the height direction of the vehicle. In this case, the transmission rod 2 may be a straight rod extending along the left-right direction of the vehicle or extending obliquely in a direction forming a certain angle with the left-right direction of the vehicle.

[0074] In other embodiments, a bearing may be added between the transmission rod 2 and the lever 1 to increase the height difference between the transmission rod 2 and the lever 1 to prevent the transmission rod 2 from interfering with the lever 1 when the lever 1 rotates.

[0075] In addition, an embodiment of the present invention provides a steering system, the structure of which is the same as the structure of the steering system in any of the above embodiments, and will not be repeated here.

[0076] In addition, an embodiment of the present invention provides a steering mechanism, the structure of which is the same as the structure of the steering mechanism 100 in any of the above embodiments, and will not be described in detail herein.

[0077] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A steering mechanism, characterized in that: The invention comprises a steering rod (4), a steering knuckle (3), a transmission rod (2) and a lever (1); the lever (1) is provided with a transmission connection position (13), a steering connection position (12) and a fulcrum position (11) arranged in the front and rear directions of the vehicle; the distance between the transmission connection position (13) and the fulcrum position (11) is greater than the distance between the steering connection position (12) and the fulcrum position (11); The fulcrum position (11) is suitable for being hinged on the front suspension of the vehicle; one end of the transmission rod (2) is hinged on the steering knuckle (3), and the other end is hinged on the transmission connection position (13); one end of the steering rod (4) is hinged on the steering connection position (12), and the other end is suitable for being connected to the steering gear (5) of the vehicle.

2. The steering mechanism according to claim 1, characterized in that: The fulcrum (11) and the hinge axis of the front suspension of the vehicle extend in the vertical direction.

3. The steering mechanism according to claim 1, characterized in that: The fulcrum position (11) is arranged at the rear end of the lever (1), the transmission connection position (13) is arranged at the front end of the lever (1), and the steering connection position (12) is arranged between the fulcrum position (11) and the transmission connection position (13).

4. The steering mechanism according to claim 3, characterized in that: The lever (1) comprises a first lever section (14) and a second lever section (15); the fulcrum position (11) is arranged at one end of the first lever section (14), and the other end is connected to one end of the second lever section (15); the transmission connection position (13) is arranged at the other end of the second lever section (15); and the steering connection position (12) is arranged at the connection between the first lever section (14) and the second lever section (15).

5. The steering mechanism according to claim 4, characterized in that: The fulcrum position (11) is arranged close to the steering knuckle (3), and the second lever section (15) is formed by bending the other end of the first lever section (14) toward a side away from the steering knuckle (3).

6. The steering mechanism according to claim 5, characterized in that: The second lever section (15) extends along a straight line.

7. The steering mechanism according to claim 4, characterized in that: A recess is provided in the middle of the first lever section (14) on one side facing the steering knuckle (3), and the recess is recessed in a direction away from the steering knuckle (3).

8. The steering mechanism according to claim 1, characterized in that: The lever (1) is located above the steering knuckle (3) in the height direction of the vehicle.

9. The steering mechanism according to claim 8, characterized in that: The transmission rod (2) comprises a first rod section (21) and a second rod section (22), one end of the first rod section (21) is hinged to the transmission connection position (13), and the other end is connected to one end of the second rod section (22), and the other end of the second rod section (22) is hinged to the steering knuckle (3).

10. The steering mechanism according to claim 9, characterized in that: The second tie rod section (22) is formed by bending the other end of the first tie rod section (21) toward a side close to the steering knuckle (3).

11. The steering mechanism according to claim 10, characterized in that: A steering arm (31) is provided on the steering knuckle (3), and the steering arm (31) is bent in a direction from rear to front towards the second tie rod section (22), and the second tie rod section (22) is hinged on the steering arm (31).

12. The steering mechanism according to claim 9, characterized in that: The hinge axis between the first pull rod section (21) and the transmission connection position (13) extends in the vertical direction; The angle between the hinge axis of the second tie rod section (22) and the steering knuckle (3) and the vertical direction is not zero.

13. The steering mechanism according to claim 9, characterized in that: A notch is provided on the outer wall of the first pull rod section (21) facing the lever (1) for avoiding the lever (1).

14. The steering mechanism according to claim 1, characterized in that: One end of the transmission pull rod (2) is connected to the transmission connection position (13) through a ball pin and a ball joint, and the other end is connected to the steering knuckle (3) through a ball pin and a ball joint; One end of the steering tie rod (4) is connected to the steering connection position (12) via a ball pin.

15. A steering system, characterized in that: It comprises a steering gear (5) and a steering mechanism (100) according to any one of claims 1 to 14, wherein the steering gear (5) is connected to a steering tie rod (4) in the steering mechanism (100).

16. A vehicle, characterized in that: Comprising a steering system as claimed in claim 15.

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